TUMA_C5_RipReport.pdf

Road Inventory and Condition Assessment

Tumacacori National Historical Park

TUMA - 8690

Cycle 5 Report

Prepared By: Federal Highway Administration

Road Inventory Program (RIP)

Data Collected: 04/2012

Report Date: 11/2012

Mesa

Tucson

Phoenix

Las Vegas

Tumacacori National Historical Park in

Arizona

Tumacacori National Historical Park

DCV = Data Collection Vehicle

TABLE OF CONTENTS

SECTION PAGE

1. INTRODUCTION 1 - 1

2. PARK ROUTE INVENTORY

Route IDs, Subcomponents & Changes Report (As Applicable) 2 – 1

3. PARK SUMMARY INFORMATION

Paved Route Miles and Percentages by Functional Class and PCR 3 – 1

DCV Road Condition Summary 3 – 3

Parkwide DCV Condition Summary 3 – 4

4. PARK ROUTE LOCATION MAPS

Route Location Key Map 4 – 1

Route Location Area Map 4 – 2

Route Condition Key Map – PCR Mile by Mile 4 – 3

Route Condition Area Map – PCR Mile by Mile 4 – 4

5. PAVED ROUTE CONDITION RATING SHEETS

CRS Pages 5 – 1

6. MANUALLY RATED PAVED ROUTE CONDITION RATING SHEETS

MRR Pages 6 – 1

7. PARKING AREA CONDITION RATING SHEETS

Paved Parking Area Pages 7 – 1

8. PARKWIDE / ROUTE MAINTENANCE FEATURES SUMMARIES

Parkwide Maintenance Features Summary 8 – 1

DCV Route Maintenance Features Summary 8 – 2

Structure List 8 – 3

9. ROUTE MAINTENANCE FEATURES ROAD LOGS

Route Maintenance Features Road Logs 9 – 1

10. APPENDIX

Explanation of Changes to the RIP Index Equations and Determination of PCR 10 – 1

Explanation of the Excellent, Good, Fair and Poor Condition Descriptions 10 – 2

Description of Rating System 10 – 3

Surface Distresses 10 – 5

Index Formulas 10 – 12

Data Collection Vehicle Subsystems 10 – 16

Geodatabase – Background and Metadata 10 – 19

Glossary of Terms and Abbreviations 10 – 20

Section 1 Introduction

1-1

INTRODUCTION

The Federal Highway Administration, (FHWA), in the mid 1970s, was charged with the task of identifying surface condition deficiencies and corrective priorities on National Park Service

(NPS) roads and parkways. Additionally, FHWA was tasked with establishing an integrated maintenance features inventory, locating features such as culverts, guardrails, and signs, among others, along NPS roads and parkways. As a result, in 1976 the NPS and FHWA entered into an

MOA (Memorandum Of Agreement) which established the RIP (Road Inventory Program). This

MOA was terminated and revised in 1980 to establish a new MOA aiming to update RIP data and develop a long-range program to improve and maintain NPS roads to designated condition standards and establish a maintenance management program.

The FHWA completed this initial phase of the RIP in the early 1980s. As a result of this effort, each NPS site included in the study received a RIP Report known as the “Brown Book” which included the information collected during this first RIP phase.

In the 1990s, the effort was again renewed to update and maintain the RIP data. By this time the computer age was upon us and a process was employed that relied heavily on electronic data collection and computer technology. A cyclical program was developed and the RIP completed two cycles of data collection from 1994 to 2001. Cycle 1, starting in 1994, was conducted in 44

“large parks” (parks containing 10 or more paved route miles). Cycle 2 began in 1997 and comprised 79 large parks and 5 small parks totaling 4,874 paved route miles. Each of these parks received a RIP Report known as the “Blue Book”. Cycle 3, from 2001 to 2004, was conducted in all parks, large and small, that contained any paved routes, including parking areas and, again, each park received a RIP Report and associated electronic files.

Cycle 4 was initiated in the spring of 2006 covering 86 large parks and several associated small parks consisting of 5,553 paved route miles and 6,232 paved parking areas. Data collection has been completed for Cycle 4 and all data has been delivered to the NPS.

In 2005, the FHWA began implementing the use of a Pavement Management System (PMS) to assist the NPS in prioritizing Pavement Maintenance and Rehabilitation activities. The PMS used by FHWA is the Highway Pavement Management Application (HPMA) and this software has the ability to store inventory and condition data from RIP and forecast future performance using prediction models. Outputs include performance and condition reports at the National, Regional, Park, or Route level. A regional prioritized list and optimization have been produced for most regions and the Federal Highway Deferred Maintenance is calculated via the HPMA.

In an effort to improve the accuracy of treatment recommendations and pavement condition descriptions, an extensive study was completed throughout 2010 that has resulted in changes to the RIP condition reporting method, specifically the distresses and indexes that comprise the

Pavement Condition Rating (PCR). It was determined that a better representation of PCR could

1-2 be achieved by modifying the relative impact certain distresses would have on the overall rating.

The changes that were implemented were endorsed by management at both the FHWA and NPS in October 2010. These changes will allow greater use of RIP and HPMA data for not simply condition data reporting, but also as a reliable tool for project identification and selection.

Because of these changes, the PCR Condition ratings reported in Cycle 5 do not directly relate to the condition ratings reported in previous cycle RIP Reports. For more detailed information about the changes, see Section 3 and Section 10 in this RIP Report.

Cycle 5 has launched in the summer of 2010 and will again comprise all parks, large and small, that are served by paved roads and/or parking areas. For Cycle 5, the decision was made to collect condition data in large parks on Functional Class 1, 2, and 7 paved routes only, as well as any new routes that were previously not collected. In small parks, all paved routes and parking areas will be collected. As a result, this will include 81 large parks with 4,459 paved route miles and 168 small parks with 529 paved route miles and associated paved parking areas.

Since 1984, the Road Inventory Program has been funded through the Federal Lands Highway

Park Roads and Parkways (PRP) Program. Currently, coordination of the RIP with FLH is under the NPS Washington Headquarters Park Facility Management Division. The FLH Washington office coordinates policy and prepares national reports and needs assessment studies for

Congress.

In 1998, the Transportation Equity Act for the 21 st Century (TEA-21) amended Title 23 U.S.C., and inserted Section 204(a)(6) requiring the FHWA and NPS, to develop by rule, a Pavement

Management System (PMS) applied to park roads and parkways serving the National Park

System.

FLH is responsible for the accuracy of all data presented in this report. Any questions or comments concerning the contents of this report should be directed to the national RIP

Coordinator located in Sterling, Virginia.

Respectfully, FHWA RIP Team

FHWA/Eastern Federal Lands FHWA/Central Federal Lands

21400 Ridgetop Circle 12300 West Dakota Ave

Sterling, VA 20166 Lakewood, CO 80228

(703) 404-6371 (720) 963-3560

Section 2 Park Route Inventory

Cycle 5 NPS/RIP Route ID Report Road Inventory Program 11/13/2012 (Numerical By Route #) Page 1 of 3

Shading Color Key: Green = All Unpaved Parking AreasYellow = Unpaved Routes, DCV not DrivenWhite = Paved Routes, DCV Driven

Grey = Paved Routes, DCV not Driven

Blue = All Paved Parking Areas

Red text denotes approx. mileage

Black = State, Local or Private non-NPS Routes = Concession Route Flag ON

*Unpaved route data was obtained from NPS and was not inventoried by the Road Inventory Program (RIP).

** DCV - Data Collection Vehicle NC - Not Collected

TUMA TUMACACORI NATIONAL HISTORICAL PARK

Func.

Class

Route Description Rte.

No. Route Name Paved

Miles

Surf.

Type

Un-

Paved

MilesFrom To

Total

Route

Length

FMSS

No.

Manual

Rated

SQ/FT

Area

Maps

C o n c e s s

R o u te Maint.

District

C y c le

C o ll e c te d

FROM ROUTE 0900

(VISITOR CENTER

PARKING)

60400 SERVICE ROAD 0.07 0.00 ASTO ROUTE 0901

(MAINTENANCE AREA)

53943 1MISSION

COMPOUND

0.075

FROM U.S. HIGHWAY 89

(FRONTAGE ROAD)

60401 RANCH ENTRANCE

ROAD

0.11 0.00 ASTO END OF LOOP112577 1MENDEZ RANCH 0.115

FROM U.S. HIGHWAY 89

(FRONTAGE ROAD)

0900 VISITOR CENTER

PARKING

0.00 0.00 ASTO U.S. HIGHWAY 89

(FRONTAGE ROAD)

53892 34,048 1MISSION

COMPOUND

0.005

FROM END OF ROUTE

0400 (SERVICE ROAD)

0901 MAINTENANCE AREA 0.00 0.00 ASTO MAINTENANCE AREA105033 5,620 1MISSION

COMPOUND

0.005

FROM ROUTE 0401

(RANCH ENTRANCE ROAD)

0902 UNPAVED EMPLOYEE

PARKING

0.00 0.00 GRTO PARKING MENDEZ RANCH 0.00NC

FROM ROUTE 0401

(RANCH ENTRANCE

ROAD)

0903 PAVED EMPLOYEE

PARKING

0.00 0.00 COTO PARKING 994 1MENDEZ RANCH 0.005

Road Inventory Program 11/13/2012 (Numerical By Route #) Page 2 of 3

Shading Color Key: Green = All Unpaved Parking AreasYellow = Unpaved Routes, DCV not DrivenWhite = Paved Routes, DCV Driven

Grey = Paved Routes, DCV not Driven

Blue = All Paved Parking Areas

Red text denotes approx. mileage

Black = State, Local or Private non-NPS Routes = Concession Route Flag ON

*Unpaved route data was obtained from NPS and was not inventoried by the Road Inventory Program (RIP).

** DCV - Data Collection Vehicle NC - Not Collected

CYCLE 5 SUMMARY TOTALS FOR TUMACACORI NATIONAL HISTORICAL PARK

Manually Rated Route Miles

TOTAL PARK ROUTE MILES COLLECTED IN CYCLE 5

DCV Driven Route Miles Concession Paved Route Miles

Paved Parking (SQFT)

Manually Rated Routes (SQFT)

0.00

40,662

CYCLE 5 ROUTE TOTALS

Concession Paved Parking Area SQFT

Concession Manually Rated Rotes SQFT

CYCLE 5 CONCESSION TOTALS

* CYCLE 5 PARKING AREA TOTALS CYCLE 5 WEIGHTED AVERAGE PARK VALUES

0.18

* - The Parking Area Totals SQFT value represents all parking areas collected in Cycle 5, both park and concessionaire.

DCV Driven PCR

**Manually Rated Routes PCR

**Parking PCR

N/A

*** - Equivalent Lane Miles are calculated by route using the following equations : DCV and Manually Rated Lines Routes=(PAVE_WIDTHxPAVED_MI)/11 foot lane. Parking Areas=SQ_FEET/5280/11. Manually Rated Polygons=SQ_FEET/5280/11.

***Total Equivalent Lane Miles 0.94

** - Parking and Manually Rated Routes are assigned the following PCR values based on their observed condition: Construction=-1, Excellent=97, Good=90, Fair=73, and Poor=45.

0.00

Unpaved Parking (SQFT) 0

TOTAL PARKING (SQFT) 40,662

Concession Unpaved Route Miles 0.00

TOTAL CONCESSION ROUTE MILES 0.00

Concession Unpaved Parking Area SQFT 0

TOTAL CONCESSION PARKING AREA SQFT 0

0.00TOTAL UNPAVED PARK ROUTE MILES

0.18

Road Inventory Program 11/13/2012 (Numerical By Route #) Page 3 of 3

Shading Color Key: Green = All Unpaved Parking AreasYellow = Unpaved Routes, DCV not DrivenWhite = Paved Routes, DCV Driven

Grey = Paved Routes, DCV not Driven

Blue = All Paved Parking Areas

Red text denotes approx. mileage

Black = State, Local or Private non-NPS Routes = Concession Route Flag ON

*Unpaved route data was obtained from NPS and was not inventoried by the Road Inventory Program (RIP).

** DCV - Data Collection Vehicle NC - Not Collected

Surface Type Abbreviations:

AS - Asphaltic Concrete Pavement

CO - Portland Cement Concrete Pavement

CB - Cobble Stone Road Bed

BR - Brick or Pavers Road Bed

GR - Gravel Road Bed

SA - Sand Road Bed

NV - Native or Dirt Material Road Bed

OT - Other Materials Road Bed

General Park Road Functional Classification Table

Class 1 Principal Park Road/Rural Parkway (Public Roads) Roads which constitute the main access route, circulatory tour, or thoroughfare for park visitors.

Route Numbers 1 - 99. Note: Rural parkways (e.g. Natchez Trace) are numbered 1 - 9. State Routes Inventoried for Park. Route Numbers 5000-5999

Class 2 Connector Park Road (Public Roads) - Roads which provide access within a park to areas of scenic, scientific, recreational or cultural interest, such as overlooks, campgrounds, etc. Route Numbers 100-199.

Class 3 Special Purpose Park Road (Public Roads) - Roads which provide circulation within public areas, such as campgrounds, picnic areas, visitor center complexes, concessionaire facilities, etc. These roads generally serve low-speed traffic and are often designed for one-way circulation. Route Numbers 200-299.

Class 4 Primitive Park Roads (Public Roads) - Roads which provide circulation through remote areas and/or access to primitive campgrounds and undeveloped areas. These roads frequently have no minimum design standards and their use may be limited to specially equipped vehicles. Route Numbers 200-299.

Note: Functional Classes 3 and 4 have the same route numbers because, historically, they were numbered similarly.

Class 5 Administrative Access Road (Administrative Roads) - All public roads intended for access to administrative developments or structures such as park offices, employee quarters, or utility areas. Route Numbers 400-499.

Class 6 Restricted Road (Administrative Roads) - All roads normally closed to the public, including patrol roads, truck trails, and other similar roads. Route Numbers 400-499.

Note: Functional Classes 5 and 6 have the same route numbers because historically they were numbered similarly and often there is little distinction between these routes. For example, because utility areas and employee housing are often closed to the public, this restriction would result in classification of FC 6 rather than FC 5.

Class 7 Urban Parkway (Urban Parkways and City Streets) - These facilities serve high volumes of park and non-park related traffic and are restricted, limited-access facilities in an urban area. This category of roads primarily encompasses the major parkways which serve as gateways to our nation's capital. Other major park roads or portions thereof, however, may be included in this category. Route Numbers 1-9.

Class 8 City Streets (Urban Parkways and City Streets) - City streets are usually extensions of the adjoining street system that are owned and maintained by the National Park Service. The construction and/or reconstruction should conform with accepted local engineering practice and local conditions. Route Numbers 600-699.

A park road system contains those roads within or giving access to a park or other unit of the NPS which are administered by the NPS, or by the Service in cooperation with other agencies. The assignment of a functional classification (FC) to a park road is not based on traffic volumes or design speed, but on the intended use or function of that road or route.

The historic route numbering system also included a 300 number series for interpretive roads, and a 500 series for one-way roads. There are approximately 250 roads nationwide which are designated by the 300 and 500 series. The numbers for these roads will be maintained for reporting consistency. However, since these interpretive and one-way routes are not as clearly tied to a specific functional class, the 300 and 500 series will be discontinued for future use.

5000 route numbers are assigned to Non-NPS Routes that are State, County or City owned which border, traverse, or provide access to Park Facilities or Assets. 5000 Routes are driven for GPS and Video Log only.

ROUTE IDENTIFICATION CHANGES TO PAVED ROUTES FROM PREVIOUS CYCLE - TUMA

ROUTES ADDED FROM PREVIOUS INVENTORY:

Route # Reason for AdditionRoute Name Comments

0401 RECENTLY CONSTRUCTED ROUTE

NEW ROUTE ADDED TO INVENTORY IN

CYCLE 5.RANCH ENTRANCE ROAD

0903 RECENTLY CONSTRUCTED ROUTE

PARKING LOT ADDED TO INVENTORY IN

CYCLE 5.PAVED EMPLOYEE

PARKING

Section 3 Park Summary Information

TUMA: PAVED ROUTE MILES AND PERCENTAGES

BY FUNCTIONAL CLASS AND PCR

Pavement Condition Rating (PCR)

Poor (0-60) Fair (61-84) Good (85-94) Excellent (95-100) TOTAL

F.C. MILES % MILES % MILES % MILES % MILES

6 0.04 22.22% 0.13 72.22% 0.01 5.56% 0.18

Totals 0.04 22.22% 0.13 72.22% 0.01 5.56% 0.00 0.00% 0.18

Note:

Explanation of the Excellent, Good, Fair and Poor Condition Descriptions

In addition to the RIP Index changes that have been implemented in Cycle 5, we will also aim to provide greater assistance in translating excellent/good/fair/poor categories into pavement needs categories. The PCR can be used to indicate the place in the Pavement Life Cycle and the types of treatments that should be considered now and into the future.

Excellent/New: PCR of 95-100. Pavements in this range will require only spot repairs

The information in this table is derived from the PMS_20 table in the Park database, which only contains processed data from routes collected with the

Data Collection Vehicle (DCV). Information for Manually Rated Routes

(MRR) and Parking Areas is not reported in this table. Only Functional

Class 1, 2, & 7 routes, and any new routes not previously collected by RIP, are collected in Large Parks.

Good: PCR of 85-94. Pavements in this range will likely be candidates for Preventive

Maintenance. Examples include Chip and Slurry Seals, Micro Surfacing and Thin Overlays.

Fair: PCR of 61-84. Pavements in this range will likely be candidates of Light Rehabilitation

(L3R). Examples include single-lift overlays up to 2.5 inches in total thickness, milling and overlays.

Poor: PCR of 0-60. Pavements in this range will likely be candidates of Heavy Rehabilitation or Reconstruction (H3R or 4R). Examples include Pulverization, Multiple Lift Overlays, and

Reconstruction.

3-1

At this time, specific Maintenance and Rehabilitation activities should be evaluated and recommended at the project level. Site-specific conditions that influence treatment type should be determined based on performing a subsurface investigation and/or pavement condition survey, and not be based solely on RIP data. Additionally, RIP produces a snapshot of conditions the year in which the data was collected. For further information or to obtain additional Pavement Management System’s data from our Highway Pavement Management Application (HPMA) please contact the Eastern Federal Lands pavement team.

3-2

TUMA: DCV ROAD CONDITION SUMMARY

DCV - Data Collection Vehicle

ROUTE

NUMBER ROUTE NAME

FUNCT

CLASS

PAVED

LENGTH

SURFACE

TYPE

AVERAGE

SURFACE

CONDITION

RATING (SCR)

AVERAGE

PAVEMENT

CONDITION

RATING (PCR)

0400 SERVICE ROAD 6 0.07 ASPHALT 83 83

0401 RANCH ENTRANCE ROAD 6 0.11 ASPHALT 69 69

Data Collected 04/2012

DCV ROAD CONDITION SUMMARY

0400 0401

ROUTE NUMBER

S C

R /P

C R

AVERAGE SURFACE

CONDITION RATING (SCR)

AVERAGE PAVEMENT

CONDITION RATING (PCR)

3-3

TUMA: PARKWIDE DCV CONDITION SUMMARY

AVERAGE

PAVEMENT

CONDITION

RATING (PCR)

AVERAGE

ROUGHNESS

CONDITION

INDEX (RCI)

AVERAGE

SURFACE

CONDITION

RATING (SCR)

AVERAGE

RUT INDEX

AVERAGE

ALLIGATOR

CRACKING

INDEX

AVERAGE

LONGITUDINAL

CRACKING

INDEX

AVERAGE

TRANSVERSE

CRACKING

INDEX

AVERAGE

PATCHING

INDEX

74 NA 74 87 91 83 91 100

All Index values are based on Data Collection Vehicle (DCV) driven roads that were collected in Cycle-5.

Roughness data is only collected on routes with lengths greater than 0.5 miles and a posted speed limit of 25 MPH or greater.

Data Collected 04/2012

CYCLE 5 PARKWIDE CONDITION SUMMARY

AVERAGE PAVEMENT

CONDITION RATING

(PCR)

AVERAGE ROUGHNESS

CONDITION INDEX (RCI)

AVERAGE SURFACE

CONDITION RATING

(SCR)

AVERAGE RUT INDEX AVERAGE ALLIGATOR

CRACKING INDEX

AVERAGE

LONGITUDINAL

CRACKING INDEX

AVERAGE

TRANSVERSE

CRACKING INDEX

AVERAGE PATCHING

INDEX

R A

T

IN

G

NA

3-4

Section 4 Park Route Location Maps

4-1º

Route Location Map

Key Map

0.1 0 0.10.05

Miles

Cycle 5 Collected Routes

Rte 0400

Rte 0401

Rte 0900

Rte 0901

Rte 0903

4-2º0.1 0 0.10.05

Miles

Tumacacori National Historical Park

Route Location Map

Area 1

Unique colors used to differentiate routes

4-3º0.1 0 0.10.05

Miles

Tumacacori National Historical Park

Route Condition Map

PCR - Mile by Mile

Key Map

Note: Only routes collected by the DCV in Cycle-5 are displayed.

* If the PCR rating is not available for a section, the SCR rating will be displayed. See appendix for definitions and formulas.

PCR

(61 - 84)

Fair (85 - 94)

Good (95 - 100)

Excellent No Data (0 - 60)

Poor

Rte 0401

4-4º0.1 0 0.10.05

Miles

Tumacacori National Historical Park

Route Condition Map

PCR - Mile by Mile

Area 1

* If the PCR rating is not available for a section, the SCR rating will be displayed. See appendix for definitions and formulas.

PCR

(61 - 84)

Fair (85 - 94)

Good (95 - 100)

Excellent No Data (0 - 60)

Poor

Section 5 Paved Route

Condition Rating Sheets

º

* If the PCR rating is not available for a section, the SCR rating will be displayed. See appendix for definitions and formulas.

PCR

(61 - 84)

Fair (85 - 94)

Good (95 - 100)

Excellent No Data (0 - 60)

Poor

Rte 0400

ROUTE: 0400 SERVICE ROAD

TUMA : TUMACACORI NATIONAL HISTORICAL PARK

COLLECTED: 4/18/2012

INTERMOUNTAIN REGION TOTAL LENGTH: 0.07 Miles

Section Number 0

Section Length (mi) 0.07

Cross Section Information

Number of Lanes 1

Paved Width (ft) 13

Lane Width (ft) 13

Roadway Condition Information

SCR (Surface Condition Rating) 83

PCR (Pavement Condition Rating) 83

Distress Index Values

Structural Crack Index 83

Transverse Cracking Index 93

Patching Index 100

Rutting Index 84

Roughness Condition Index (RCI) NC

NOTES:

Structural Crack Index is a combination of the Longitudinal Cracking Index and Alligator Cracking Index.

See Section 10 for explanation of SCR, PCR, & all Distress Index Values.

NC - Not Collected N/A - Not Applicable 5-1

R O

U T

E

S E

R V

IC

E

R O

A D

º

* If the PCR rating is not available for a section, the SCR rating will be displayed. See appendix for definitions and formulas.

PCR

(61 - 84)

Fair (85 - 94)

Good (95 - 100)

Excellent No Data (0 - 60)

Poor

Rte 0401

ROUTE: 0401 RANCH ENTRANCE ROAD

TUMA : TUMACACORI NATIONAL HISTORICAL PARK

COLLECTED: 4/18/2012

INTERMOUNTAIN REGION TOTAL LENGTH: 0.11 Miles

Section Number 0

Section Length (mi) 0.11

Cross Section Information

Number of Lanes 1

Paved Width (ft) 16

Lane Width (ft) 16

Roadway Condition Information

SCR (Surface Condition Rating) 69

PCR (Pavement Condition Rating) 69

Distress Index Values

Structural Crack Index 69

Transverse Cracking Index 90

Patching Index 100

Rutting Index 89

Roughness Condition Index (RCI) NC

NOTES:

Structural Crack Index is a combination of the Longitudinal Cracking Index and Alligator Cracking Index.

See Section 10 for explanation of SCR, PCR, & all Distress Index Values.

NC - Not Collected N/A - Not Applicable 5-2

R O

U T

E

R A

N C

H E

N T

R A

N C

E R

O A

D

Section 6 Manually Rated Paved Route

6-1

MANUALLY RATED ROUTE CONDITION RATING SHEETS

No data available for this section.

Section 7 Parking Area

TUMACACORI NATIONAL HISTORICAL PARK

Route 0900

VISITOR CENTER PARKING

FROM U.S. HIGHWAY 89 (FRONTAGE ROAD)

TO U.S. HIGHWAY 89 (FRONTAGE ROAD)

Route

Number

Public /

NonPublic Lane Miles *

0900 PUBLIC 0.59

Culverts Drop Inlets Curb

0 0

CONCRETE

CURB

* Lane miles are based on 11' lane widths

7-1

Curb & Gutter

NO CURB AND

GUTTER

Date Visited

12/7/2010

Area (sq ft)

34,048

Gates

Surface Type

AS

PCR

FAIR/73

º500 0 500250

Feet

Rte 0400

Rte 0401

Rte 0900

Rte 0901

Rte 0903

Route 0901

MAINTENANCE AREA

FROM END OF ROUTE 0400 (SERVICE ROAD)

TO MAINTENANCE AREA

Route

Number

Public /

NonPublic Lane Miles *

0901 NONPUBLIC 0.10

Culverts Drop Inlets Curb

0 0 NO CURB

* Lane miles are based on 11' lane widths

7-2

Curb & Gutter

NO CURB AND

GUTTER

Date Visited

12/7/2010

Area (sq ft)

5,620

Gates

Surface Type

AS

PCR

FAIR/73

º100 0 10050

Feet

Rte 0901

Route 0903

PAVED EMPLOYEE PARKING

FROM ROUTE 0401 (RANCH ENTRANCE ROAD)

TO PARKING

Route

Number

Public /

NonPublic Lane Miles *

0903 NONPUBLIC 0.02

Culverts Drop Inlets Curb

0 0 NO CURB

* Lane miles are based on 11' lane widths

7-3

Curb & Gutter

NO CURB AND

GUTTER

Date Visited

12/7/2010

Area (sq ft)

Gates

Surface Type

CO

PCR

EXCELLENT/97

º40 0 4020

Feet

Rte

Rte 0903

Section 8 Parkwide/Route

Maintenance Features Summaries

TUMA: PARKWIDE MAINTENANCE FEATURES SUMMARY

Includes DCV, MRL, MRP & PKG routes collected in Cycle-5

FEATURE LINEAR FEET COUNT

BRIDGE -- 0

CATTLE GUARD -- 0

CULVERT -- 0

CURB 0 --

DROP INLET -- 0

GATE -- 2

GUARD/GUIDE RAIL 0 --

CABLE 0 --

NON-CABLE 0 --

GUARD/GUIDE WALL 32 --

BOLLARD 0 --

TEMPORARY BARRIER 0 --

NON TEMP/BOLLARD 32 --

INTERSECTION -- 10

LOW WATER CROSSING 0 0

MILE MARKER -- 0

OVERPASS -- 0

PARK BOUNDARY -- 1

PAVED DITCH 0 --

PULLOUT 0 0

RAILROAD CROSSING -- 0

RETAINING WALL 0 0

SIGN -- 6

STATE BOUNDARY -- 0

TRAFFIC LIGHT -- 0

TUNNEL 0 0

Data Collected 04/2012

Notice: Culverts and drop inlets were marked by NPS and inventoried by RIP in Cycle 5 on all DCV driven routes. Culverts, drop inlets, and gates were also collected on all Manually

Rated Routes and Paved Parking areas. Those totals are reflected below.

8-1

TUMA: DCV ROUTE MAINTENANCE FEATURES SUMMARY

FEATURE R

O

U T

E

S E

R V

IC

E

R O

A D

R O

U T

E

R A

N C

H E

N T

R A

N C

E R

O A

D

UNIT

BRIDGE EACH

CATTLE GUARD EACH

CULVERT EACH

CURB LINEAR FEET

DROP INLET EACH

GATE EACH

GUARD/GUIDE RAIL LINEAR FEET

CABLE LINEAR FEET

NON-CABLE LINEAR FEET

GUARD/GUIDE WALL LINEAR FEET

BOLLARD LINEAR FEET

TEMPORARY BARRIER LINEAR FEET

NON TEMP/BOLLARD LINEAR FEET

INTERSECTION EACH

LOW WATER CROSSING EACH

LOW WATER CROSSING LINEAR FEET

MILE MARKER EACH

OVERPASS EACH

PARK BOUNDARY EACH

PAVED DITCH LINEAR FEET

PULLOUT EACH

PULLOUT LINEAR FEET

RAILROAD CROSSING EACH

RETAINING WALL EACH

RETAINING WALL LINEAR FEET

SIGN EACH

STATE BOUNDARY EACH

TRAFFIC LIGHT EACH

TUNNEL EACH

TUNNEL LINEAR FEET

Data Collected 04/2012

0 0

Notice: Culverts and drop inlets were marked by NPS and inventoried by RIP in Cycle 5.

0 0

0 0

0 0

0 0

0 32

8-2

STRUCTURE LIST

No data available for this section.

Data Collected 04/2012 8-3

Section 9 Route Maintenance Features

Road Logs

FROM

MILEPOST

TO

MILEPOST FEATURE SIDE COMMENT

ROUTE 0400: SERVICE ROAD

TUMA: ROUTE MAINTENANCE FEATURES ROAD LOG

Culverts and drop inlets were marked by NPS and inventoried by RIP in Cycle 5 on all paved routes.

Notice:

0.000 ROUTE BEGIN N/A FROM ROUTE 0900 (VISITOR CENTER PARKING)0.000

0.000 INTERSECTION N/A ROUTE 0900 (VISITOR CENTER PARKING)0.000

0.005 GATE N/A N/A0.005

0.006 SIGN LEFT GUIDE, AUTHORIZED VEHICLES ONLY0.006

0.066 INTERSECTION N/A ROUTE 0901 (MAINTENANCE AREA)0.066

0.066 ROUTE END N/A TO ROUTE 0901 (MAINTENANCE AREA)0.066

9-1Data Collected 04/2012

FROM

MILEPOST

TO

MILEPOST FEATURE SIDE COMMENT

ROUTE 0401: RANCH ENTRANCE ROAD

TUMA: ROUTE MAINTENANCE FEATURES ROAD LOG

Culverts and drop inlets were marked by NPS and inventoried by RIP in Cycle 5 on all paved routes.

Notice:

0.000 ROUTE BEGIN N/A FROM U.S. HIGHWAY 89 (FRONTAGE ROAD)0.000

0.000 INTERSECTION LEFT PAVED ROUTE (U.S. HIGHWAY 89 (FRONTAGE ROAD) / NON-

NPS)

0.000

0.000 INTERSECTION RIGHT PAVED ROUTE (U.S. HIGHWAY 89 (FRONTAGE ROAD) / NON-

NPS)

0.000

0.012 SIGN LEFT GUIDE, UNABLE TO READ FROM VIDEO0.012

0.012 SIGN LEFT GUIDE, UNABLE TO READ FROM VIDEO0.012

0.022 GUARD/GUIDE WALL RIGHT N/A0.019

0.022 GUARD/GUIDE WALL LEFT N/A0.019

0.020 SIGN RIGHT GUIDE, UNITED STATES DEPARTMENT OF THE INTERIOR

NATIONAL PARK SERVICE

0.020

0.022 GATE N/A N/A0.022

0.022 PARK BOUNDARY N/A N/A0.022

0.022 SIGN N/A GUIDE, AUTHORIZED VEHICLES ONLY0.022

0.022 SIGN N/A REGULATORY, UNABLE TO READ FROM VIDEO0.022

0.057 INTERSECTION LEFT ROUTE 0401 (RANCH ENTRANCE ROAD)0.057

0.064 INTERSECTION RIGHT UNPAVED ROUTE0.064

0.094 INTERSECTION RIGHT ROUTE 0902 (UNPAVED EMPLOYEE PARKING)0.094

0.102 INTERSECTION RIGHT ROUTE 0903 (PAVED EMPLOYEE PARKING)0.102

0.111 INTERSECTION LEFT ROUTE 0401 (RANCH ENTRANCE ROAD)0.111

0.111 INTERSECTION N/A ROUTE 0401 (RANCH ENTRANCE ROAD)0.111

0.111 ROUTE END N/A TO END OF LOOP0.111

9-2Data Collected 04/2012

Section 10 Appendix

10-1

Explanation of Changes to the RIP Index Equations and

Determination of PCR

In 2005, the FHWA began implementing the use of a Pavement Management System to assist the National Park Service in prioritizing Pavement Maintenance and Rehabilitation activities.

The PMS used by FHWA is the Highway Pavement Management Application (HPMA) and this software has the ability to store inventory and condition data from RIP and forecast future performance using prediction models. Outputs include performance and condition reports at the

National, Region, Park, or Route level. A regional prioritized list and optimization have been produced for most regions and the Federal Highway Deferred Maintenance is calculated via the

HPMA as well.

In an effort to improve the accuracy of treatment recommendations and pavement condition descriptions vis a vis the distresses and indexes that comprise the Pavement Condition Rating

(PCR), an extensive study was completed throughout 2010 that has resulted in changes to the

Road Inventory Program condition reporting method and specifically, the calculation of PCR. It was determined that a better representation of PCR could be achieved by modifying the relative impact certain distresses would have on the overall rating.

Through the use of HPMA data, it was noted that false failure indicators existed with the existing

PCR model, and that it would be necessary to reduce their impact. The distresses affected in this way were Rutting and Roughness. Conversely, experience showed that roadways with extensive cracking present were often shown to have a high PCR. Therefore, the crack index models were adjusted to be more sensitive to changes in crack severity or quantity. It was also determined that these issues were not due to a problem with data acquisition (i.e. the RIP “van”), but with the way the collected data was processed. The final change was to provide guidance on when to use the Roughness Condition Index (RCI) in the PCR calculation. Roughness data is of little value to determining overall condition on routes that, due to their length or geometrics, have lower vehicle operating speeds. Therefore, in Cycle 5, only routes that have lengths of one half mile or greater and posted speed limits of 25 mph or greater will have RCI reported and included in the PCR calculations.

The changes that were implemented were endorsed by management at both the FHWA and NPS.

In order to show the effectiveness of these changes, several sites were ground truth tested to ensure that an improvement was achieved between the relationship of PCR and the actual

Maintenance and Rehabilitation needs that were represented. The changes will allow greater use of RIP and HPMA data for not simply condition data reporting, but also as a reliable tool for project identification and selection.

10-3

DESCRIPTION OF RATING SYSTEM

The Federal Highway Administration (FHWA), Road Inventory Program (RIP) for the National

Park Service (NPS), collects roadway condition data on paved surfaces (asphalt, concrete, brick, and cobblestone) on roads, parkways, and parking areas in national parks nationwide. The road surface condition data is collected using an automated Data Collection Vehicle (DCV). Roads having brick or cobblestone surfacing are not normally surveyed with the DCV, but are manually rated for condition rating.

The FHWA RIP is implemented based on the premise that an accurate pavement surface condition assessment can be accomplished using automated crack detection technology as applied to digital images. Various methods of pavement condition assessment have been developed over the years with varying degrees of accuracy and acceptance. The use of digital photography to record pavement images and subsequent crack detection and classification has undergone continuous improvements over the past decade. Digital cameras with increasingly superior resolution and high definition have become more affordable, and the proprietary programming code and algorithms have been improved in crack detection software.

With the use of quality digital photography and automated crack detection software, FHWA RIP is tasked with executing a pavement condition assessment on about 5000 miles of National Park

Service roads and parkways. Foremost in setting up the basis of pavement distress identification is employing the distress identification protocols used by FHWA. There is no single distress identification system that is universal among entities conducting a program of distress identification. For the purpose of the NPS RIP, FHWA employs distress identification protocols that are specific to this program.

FHWA has referenced the “Distress Identification Manual for the Long-Term Pavement

Performance Program”, Publication No. FHWA-RD 03-031, June 2003, as the point-of-reference for distress types on NPS pavement. In truth, the FHWA RIP distress types are similar to those described in the LTPP manual with some modifications. This document, “Distress

Identification Manual for the NPS Road Inventory Program, Cycle 5, 2010-2013” was developed using the “Distress Identification Manual for the Long-Term Pavement Performance

Program” as a guideline. Definitions of severity levels based on crack width contained in this document adhere to the LTPP Distress ID Manual. Modifications have been made to the definition of Alligator and Longitudinal Cracking and determination of Alligator Cracking severity. This manual also addresses Rutting and Roughness and its application to RIP.

In 2010, FHWA RIP began the fifth cycle of data collection in national parks. For Cycle 5, data will be collected in approximately 81 large parks (10 or more paved route miles) on Functional

Class 1, 2, and 7 routes plus any new routes or parking areas previously not collected, totaling an estimated 4,459 paved route miles. Additionally, 168 small parks will be collected comprising approximately 529 paved route miles and associated paved parking areas. The data is used to support the National Park Service road maintenance program and Pavement Management

System (PMS) developed and maintained by FHWA.

10-4

This “Distress Identification Manual for the NPS Road Inventory Program, Cycle 5, 2010-

2013” will be used as a reference resource in crack detection and classification, determination of distress severity and extent, and in the calculation of distress index values for the FHWA RIP

Cycle 5.

10-5

SURFACE DISTRESSES

Surface Condition Rating - SCR

Surface distresses are measured in the primary lane only. In the classification and measurement of all paved surface condition data, results will be reported in the database in record intervals of

0.02 miles (105.6 feet) (smallest granularity) along the route.

Surface distresses determined from digital images Transverse Cracks

Longitudinal Cracks

Alligator Cracks

Patching/Potholes

Surface distress measured by DCV (Data Collection Vehicle) LRMS (Laser Rut

Measuring System) Rutting

Each of the five surface distresses is assigned a computed surface distress index Transverse Crack Index

Longitudinal Crack Index

Alligator Crack Index

Patching/Pothole Index

Rutting Index

Surface distress data are classified as listed above, measured for severity, and quantified for extent. Classification, severity, and extent of these five surface distresses comprise the three main elements for calculation of SCR (Surface Condition Rating).

In addition to the five surface distresses, a Structural Crack Index is computed, which is a combination of the Longitudinal Crack Index and the Alligator Crack Index. The Structural

Crack Index is then used in lieu of the LC and AC indices to compute SCR.

Roughness Condition Index - RCI

Additional condition data measured by DCV (lasers and accelerometers) Roughness (IRI)

Roughness is measured by FHWA’s DCV and reported as International Roughness Index (IRI) in inches/mile. Using IRI, the Roughness Condition Index (RCI) is computed.

10-6

Pavement Condition Rating - PCR

Using the SCR (computed from the five surface distresses) and the RCI, an overall Pavement

Condition Rating (PCR) is computed. The formula for PCR is:

Asphalt PCR = (0.60 * SCR) + (0.40 * RCI)

Concrete PCR = RCI

A detailed description of each distress index formula, roughness index formula, SCR and PCR is provided in this document beginning on page 23.

Each classified surface distress will fall into one or more severity…LOW, MEDIUM, or HIGH based on criteria listed. For each severity, an extent is established based on the measured quantity of the distress within that severity. Within each severity individual distresses are assigned a Maximum Allowable Extent (MAE). For example, LOW severity transverse cracking may be allowed up to 21.1 cracks within a 0.02 interval before it reaches MAE and fails.

The index formulas are based on a scale of 0-100. A PCR index value of 100 would indicate a

“new” road with no measurable distresses or rough ride. A PCR value of 60 is determined to be terminable serviceability and the road is considered failed. The range of index values with condition descriptors is:

POOR (<=60), FAIR (61 - 84), GOOD (85 - 94), EXCELLENT (95 - 100)

Index values are generally computed based on cumulative deducts of the measured severities.

As shown in the index formulas below, as any single severity reaches or exceeds MAE, the index computes to a value of 60 or less, and the road fails for that 0.02 interval.

Note: As a result of a unique combination of measured surface distresses and IRI, index values occasionally compute to less than 0 or greater than 100. In this instance, an index value < 0 defaults to 0. Index values > 100 default to 100. For all indices, a higher value indicates a better road condition, and a lower value indicates a poorer road condition.

On the following page, Table 1 summarizes the different types of distresses measured.

10-7

TABLE 1: Distress Summary

*Note: Roughness is measured on concrete roadways, but surface distresses and rutting are not measured. For concrete, PCR = RCI

ASPHALT-SURFACED PAVEMENT DISTRESS TYPES with RUTTING and ROUGHNESS

DISTRESS TYPE UNIT OF

MEASURE…

…CONVERTED TO DEFINED

SEVERITY

LEVELS?

MEASURED BY

Alligator Cracking Square Feet Percent of Lane Per 0.02

Mile Yes

Digital Image

Crack Detection

Software

Transverse

Cracking Linear Feet

Number of Cracks Per

0.02 Mile

Yes

Digital Image

Crack Detection

Software

Longitudinal

Cracking Linear feet

Percent of Lane Length

Per 0.02 Mile Yes

Digital Image

Crack Detection

Software

Patching/Potholes Square Feet Percent of Lane Per 0.02

Mile No

Digital Image

Crack Detection

Software

Rutting Inches Rut Depth Per 0.02 Mile Yes

DCV – Laser Rut

Measuring

System (LRMS)

Roughness IRI *RCI Per 0.02 Mile No DCV – Lasers

/Accelerometers

10-8

ALLIGATOR CRACKING

Description

Alligator cracking is considered a combination of fatigue and block cracking. It is a series of interconnected cracks in various stages of development. Alligator cracking develops into a many-sided pattern that resembles chicken wire or alligator skin. It can occur anywhere in the road lane. Alligator cracking must have a quantifiable area.

Severity Levels

LOW

An area of cracks with no or very few interconnecting cracks and the cracks are not spalled. Cracks are <= 0.25 in (6mm) in mean width. Cracks in the pattern are no further apart than 1 foot (0.328 m). May be sealed cracks with sealant in good condition and a crack width that cannot be determined.

MEDIUM

An area of interconnected cracks that form a complete pattern. Cracks may be slightly spalled. Cracks are >0.25 in. (6 mm) and <= 0.75 in. (19 mm) or any crack with a mean width <= 19 mm and adjacent low severity cracking. Cracks in the pattern are no further apart than 6 in. (150 mm).

HIGH

An area of interconnected cracks forming a complete pattern. Cracks are moderately or severely spalled. Cracks are >0.75 in (19mm) or any crack with a mean width <= 0.75 in

(19mm) and adjacent medium to high severity random cracking.

A combination of observed crack width and crack pattern is used to determine overall severity of alligator cracking. Based on above description of each severity, the highest level of crack width and crack pattern determines overall severity. Table 2 illustrates this.

TABLE 2: Alligator Crack Severity Levels

ALLIGATOR CRACKING SEVERITY

LEVELS

Crack Pattern

LOW MED HIGH

C r a c k

W id th

LOW

L M H

MED M M H

HI H H H

10-9

LONGITUDINAL CRACKING

Description

Longitudinal cracking occurs predominantly parallel to the pavement centerline. It can occur anywhere within the lane. Longitudinal cracks occurring in the wheelpath may be noteworthy.

Severity Levels

LOW

Cracks with a mean width of < 0.25 in. (6 mm). Sealed cracks with sealant in good condition and a width that cannot be determined.

MED

Cracks with a mean width > 0.25 in. (6 mm) and <= 0.75 in. (19 mm). Also, any crack with a mean width < 0.75 in. (19 mm) and adjacent random low severity cracking.

HIGH

Cracks with a mean width > 0.75 in. (19 mm). Also, any crack with a mean width < 0.75

in. (19 mm) and adjacent random medium to high severity cracking.

TRANSVERSE CRACKING

Description

Transverse cracking occurs predominantly perpendicular to the pavement centerline. It can occur anywhere within the lane.

Severity Levels

LOW

Cracks with a mean width of < 0.25 in. (6 mm). Sealed cracks with sealant in good condition and a width that cannot be determined.

MED

Cracks with a mean width > 0.25 in. (6 mm) and <= 0.75 in. (19 mm). Also, any crack with a mean width < 0.75 in. (19 mm) and adjacent random low severity cracking.

HIGH

Cracks with a mean width > 0.75 in. (19 mm). Also, any crack with a mean width < 0.75

in. (19 mm) and adjacent random medium to high severity cracking.

10-10

PATCHING AND POTHOLES

Description

Patching is an area of pavement surface that has been removed and replaced with patching material or an area of pavement surface that has had additional patching material applied. Patching may encompass partial lane or full lane width On full lane width patching;

the total, contiguous length of patch may not exceed 0.30 mi. (0.48 km). (Any full-lane patch exceeding 0.30 mi. in length is considered a pavement change). Patching must have a quantifiable area.

Potholes are bowl-shaped holes of various sizes occurring in the pavement surface.

Severity Levels

There are no stratified severities for Patching/Potholes. They either are present or they are not.

RUTTING

Description

Rutting is a longitudinal surface depression in the wheelpath.

Severity Levels

LOW

Ruts with a measured depth

MED

Ruts with a measured depth

HIGH

Ruts with a measured depth

Ruts < 0.20” are not included in the distress calculations.

10-11

ROUGHNESS

Description

Roughness is the measurement of the unevenness of the pavement in the direction of travel. It is measured in units of IRI (International Roughness Index), inches per mile, and is indicative of ride comfort.

Severity Levels

There are no stratified severity levels for roughness. The roughness (or smoothness) of a road surface can be defined by IRI in the following table.

TABLE 3: IRI

IRI Descriptions

Type of Road Typical IRI ( in/mile )

New Road, no noticeable roughness <90

Small level of roughness 90 – 126

Road of average roughness 126 – 190

Road with above average roughness 190 – 253

Road with severe roughness 253 – 380

Nearly impassable >380

10-12

INDEX FORMULAS

Note: All index formulas listed below contain MAE applicable to 0.02 mile (105.6 feet) interval.

Alligator Crack Index

AC_INDEX = 100 – 40 * [(%LOW / 35) + (%MED / 15) + (%HI / 5)]

Where:

The values %LOW, %MED and %HI report the percentage of the observed pavement

(0.02 mile, primary lane) that contains alligator cracking within the respective severities.

These values range from 0 to 100.

%LOW = Percent of total area (primary lane, 0.02 in length), low severity

%MED = Percent of total area (primary lane, 0.02 in length), medium severity

%HI = Percent of total area (primary lane, 0.02 in length), high severity

Percent of total area is computed as:

square foot area of alligator crack severity

0.02 mile * lane width

In AC_INDEX, the denominators 35, 15, and 5 are the Maximum Allowable Extents

(MAE) for each severity. In other words, we will allow up to 35% of low severity alligator cracking for a 0.02 interval before failure, 15% for medium severity, and so on.

As you can see, if any single severity reaches MAE the resulting index value is 60, or failure.

Longitudinal Crack Index

LC_INDEX = 100 – 40 * [(%LOW / 175) + (%MED / 75) + (%HI / 25)]

Where:

The values %LOW, %MED, and %HI report the length of longitudinal cracking within each severity as a percent of the section length (0.02 mile, primary lane).

These values are

%LOW = Percent of interval length (primary lane, 0.02 in length), low severity

%MED = Percent of interval length (primary lane, 0.02 in length), medium severity

%HI = Percent of interval length (primary lane, 0.02 in length), high severity

Percent of interval length is computed as:

length of respective longitudinal cracking

0.02 mile (105.6 feet)

10-13

In LC_INDEX, the denominators 175, 75, and 25 are the Maximum Allowable Extents

(MAE) for each severity. In other words, we will allow up to 175% of low severity alligator cracking for a 0.02 interval before failure, 75% for medium severity, and so on.

As you can see, if any single severity reaches MAE the resulting index value is 60, or failure.

Structural Crack Index

SC_INDEX = [100 - ((100 - AC_INDEX) + (100 - LC_INDEX))]

Structural Crack Index is a combination of Alligator Cracking and Longitudinal Cracking, and is used in the SCR formula in lieu of AC and LC separately.

Transverse Crack Index

TC_INDEX = 100 – 40 * [(LOW / 21.1) + (MED / 4.4) + (HI / 2.6)]

Where:

The values LOW, MED and HI report a count of the total number of transverse cracks

(reported to three decimals) within each severity level, where one transverse crack is equal to the lane width. These values are

LOW = Number of cracks in interval (primary lane, 0.02 in length), low severity

MED = Number of cracks in interval (primary lane, 0.02 in length), medium severity

HI = Number of cracks in interval (primary lane, 0.02 in length), high severity

Number of cracks is computed as:

Total length of transverse cracks

Lane width

In TC_INDEX, the denominators 21.1, 4.4, and 2.6 are the Maximum Allowable Extents

(MAE) for each severity. In other words, we will allow up to 21.1 low severity transverse cracks for a 0.02 interval before failure, 4.4 cracks for medium severity, and so

on. As you can see, if any single severity reaches MAE the resulting index value is 60, or failure.

10-14

Patching Index

PATCH_INDEX = 100 – 40 * (%PATCHING / 80)

Where:

The value %PATCHING reports the percentage of the observed pavement (0.02 mile, primary lane) that contains patching/potholes. This value ranges from 0 to 100.

%PATCHING = Percent of total area (primary lane, 0.02 in length)

Percent of total area is computed as:

square foot area of patching/potholes

0.02 mile * lane width

There are no severity levels for patching. It either exists or does not.

In PATCH_INDEX, the denominator 80 is the Maximum Allowable Extent (MAE) for each severity. In other words, we will allow up to 80% patching for a 0.02 interval before failure. As you can see, if patching/potholes reaches MAE the resulting index value is 60, or failure.

Rutting Index

RUT_INDEX = 100 – 40 * [(%LOW / 535) + (%MED / 205) + (%HI / 40)]

Where:

20 rut depth measurements are taken per 0.02 interval for each of 2 wheel paths (left and right), resulting in a total of 40 measurements taken for both wheel paths. Each wheelpath is analyzed independently for rut severities. The values %LOW, %MED and

%HI are a total percentage of left wheelpath percentage and right wheelpath percentage added together for the respective severity. These values range from 0 to 200.

%LOW = Percent of LOW ruts in left wheelpath based on 20 ruts, plus percent of LOW ruts in right wheelpath based on 20 ruts.

%MED = Percent of MED ruts in left wheelpath based on 20 ruts, plus percent of MED ruts in right wheelpath based on 20 ruts.

%HI = Percent of HI ruts in left wheelpath based on 20 ruts, plus percent of HI ruts in right wheelpath based on 20 ruts.

Percent of rut measurements within each severity can also be computed as:

total number of ruts within each severity in both wheelpaths

20 * 100

In RUT_INDEX, the denominators 535, 205, and 40 are the Maximum Allowable

Extents for each severity. In other words, the formula allows up to 535% low severity

10-15 ruts for a 0.02 interval before. However, since 200 is the highest measurable percentage allowed, 535% is unattainable and therefore, no amount of LOW severity rutting will cause the RUT_INDEX to fail a road. Similarly, since the MAE for MED severity rutting is 205, no amount of MED severity rutting will cause the RUT_INDEX to reach

60 and fail the road. As you can see, LOW severity rutting reaches MAE the resulting index value is 60, or failure. This formula was intentionally designed to minimize the impact of LOW and MED severity rutting on RUT_INDEX.

Roughness Condition Index (Asphalt)

RCI = 32 * [5 * (2.718282 ^

(-0.0041 * AVG IRI

Where:

The value AVG IRI reports the average value of the Left IRI and Right IRI measurements for the interval (0.02 mile, primary lane). This value can range from approximately 40 to

999.0.

Average IRI is computed as:

Left wheelpath IRI + Right wheelpath IRI

There is no applicable threshold for failure for this index.

Roughness Condition Index (Concrete)

RCI = -0.0012(IRI

) + 0.0499(IRI) + 99.542

For concrete, PCR = RCI

Surface Condition Rating Index

SCR = Lowest Index Value Of: [SC_INDEX, TC_INDEX, PATCH_INDEX, RUT_INDEX]

Note: The modified SCR equation above combines AC_INDEX and LC_INDEX, and considers that a single AC/LC index value of the Structural Crack Index (SC_INDEX).

The lowest of the four computed index values (SC_INDEX, TC_INDEX, PATCH_INDEX, or RUT_INDEX) becomes the SCR.

Where:

See above for determinations of SC_INDEX, TC_INDEX, PATCH_INDEX and

RUT_INDEX.

The threshold for failure for this index is SCR = 60.

10-16

Data Collection Vehicle Subsystems

Data on paved roads in Cycle 5 is collected by FHWA using a Pathway Services Inc. Data

Collection Vehicle (DCV), called PathRunner. The DCV is driven in the primary-direction lane at posted speed limits and less.

CAMERAS

Forward-facing and rear-facing video is collected as .jpg digital imagery at a frequency of 26.4 feet.

Two forward-facing cameras are mounted above the vehicle cab, one pointed straight ahead and the other to the right shoulder providing seamless 120 degree viewing.

CAMERA SPECIFICATIONS

Two Forward/ One Rear Facing

Camera lens/type FUJINON CCTV LENS H16x10B-Y41

Focal length 10 mm – 160 mm

Image size 8.8 mm x 6.6mm

Image format *.jpg

Image resolution HD 2000 X 1200

Image pixel size depends on distance

Zoom ratio 16x

Max Relative Aperture 1:2.5

Iris range F25-T800 (Equivalent to F800)

Pavement images are created using a Laser Scan Imaging System. This system is composed of a single high resolution line-scan camera and two lasers configured to image an approximate 11-foot wide lane with 1 mm resolution.

CAMERA SPECIFICATIONS

Pavement Line Scan

Image size 4280 pixels/line

Image width 4 meters (3950 mm nominal)

Laser class 3B

Power 250W

Vehicle speed limitations 62 mph

Environment Dry pavement, day or night

Sensor size (approx) 300 mm(H) x 375 mm(L) x 200 mm(D)

Image frame length 26.4 feet

10-17

DMI (Distance Measuring Instrument)

The DMI (Distance Measuring Instrument)…